Gearbox countershaft connecting structure, gearbox and vehicle

Abstract

The utility model relates to a gearbox countershaft connecting structure, a gearbox and a vehicle. The gearbox auxiliary shaft connecting structure comprises a gearbox auxiliary shaft, a power takeoff shaft and a gearbox main shaft. A first meshing gear and a second meshing gear which are arranged in sequence are arranged on the gearbox countershaft; a third meshing gear is arranged on the power takeoff shaft, the third meshing gear is meshed with the first meshing gear so as to be connected with the gearbox auxiliary shaft and the power takeoff shaft, and a clamping spring is arranged at one end of the power takeoff shaft; a fourth meshing gear is arranged on the gearbox main shaft, and the second meshing gear and the fourth meshing gear are meshed so as to connect the gearbox main shaft and the gearbox auxiliary shaft; the first meshing gear and the third meshing gear are both straight-tooth gears, and the second meshing gear and the fourth meshing gear are both helical-tooth gears. According to the scheme provided by the invention, the connection reliability of the power takeoff can be improved, the axial component force is reduced, and the bearing of the snap spring is reduced, so that the meshing precision, meshing efficiency and durability of the gear are improved, and noise and abrasion are reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicles, in particular to a gearbox auxiliary shaft connecting structure, a gearbox and a vehicle. BACKGROUND

[0002] The gearbox is an important component in the automobile transmission system, and its performance directly affects the driving quality, fuel economy and reliability of the automobile. As a key component of the gearbox, the design of the gearbox auxiliary shaft connecting structure has an important influence on the overall performance of the gearbox.

[0003] In traditional gearboxes, the connection between the auxiliary shaft and the main shaft is usually achieved through gear meshing. However, there are currently deficiencies in the meshing accuracy, durability and maintenance convenience of the gears. For example, wear of the gears can cause inaccurate meshing, thereby affecting the performance and service life of the gearbox, and the auxiliary shaft connecting structure often has problems such as low meshing efficiency, loud noise and easy wear.

[0004] Therefore, how to design a gearbox auxiliary shaft connecting structure with a more reasonable structure and superior performance has become a technical problem to be solved in the current automobile transmission system technical field. CONTENT OF THE INVENTION

[0005] To solve or partially solve the problems in the related art, the present application provides a gearbox auxiliary shaft connecting structure, a gearbox and a vehicle, which can improve the reliability of the power take-off connection, reduce the axial component force and reduce the load on the clamp spring, thereby improving the meshing accuracy, meshing efficiency and durability of the gears, and reducing noise and wear.

[0006] The first aspect of the present application provides a gearbox auxiliary shaft connecting structure, comprising a gearbox auxiliary shaft, a power take-off shaft and a gearbox main shaft; the gearbox auxiliary shaft is provided with first meshing gears and second meshing gears arranged in sequence; the power take-off shaft is provided with third meshing gears, the third meshing gears and the first meshing gears are meshed to connect the gearbox auxiliary shaft and the power take-off shaft, one end of the power take-off shaft is provided with a clamp spring; the gearbox main shaft is provided with fourth meshing gears, the second meshing gears and the fourth meshing gears are meshed to connect the gearbox main shaft and the gearbox auxiliary shaft; the first meshing gears and the third meshing gears are straight gears, and the second meshing gears and the fourth meshing gears are helical gears.

[0007] In combination with the first aspect, in a possible implementation manner of the first aspect, the distance between the adjacent first meshing gears and the second meshing gears is greater than the distance between the first meshing gears and the distance between the second meshing gears.

[0008] Specifically, the distance between the first meshing gears and the distance between the second meshing gears are greater than the distance between the first meshing gears, which can avoid mutual interference between the gears and improve the meshing efficiency.

[0009] In combination with the first aspect, in a possible implementation manner of the first aspect, a first buffer pad is arranged between the snap spring and the third meshing gear, and the first buffer pad is a replaceable buffer pad with an opening.

[0010] Specifically, the first buffer pad can reduce the impact and noise during gear meshing, and improve the service life of the gears.

[0011] In combination with the first aspect, in a possible implementation manner of the first aspect, the first meshing gear and the third meshing gear are meshed through magnetic coupling, and the magnetic field of the magnetic coupling is adjustable.

[0012] Specifically, the magnetic coupling can reduce mechanical wear and tear, and improve the precision and service life of the meshing.

[0013] In combination with the first aspect, in a possible implementation manner of the first aspect, a positioning pin is further arranged on the gearbox countershaft, and used for positioning the first meshing gear and the second meshing gear.

[0014] Specifically, the positioning pin can be used for positioning, avoiding poor meshing or tooth disengagement of the gears due to the relative displacement of the gears, and improving the operation stability and reliability of the gearbox.

[0015] In combination with the first aspect, in a possible implementation manner of the first aspect, the first meshing gear to the fourth meshing gear are arranged on the gearbox countershaft through splines.

[0016] Specifically, the splines can ensure that the gears maintain a good meshing state during transmission, improving the transmission efficiency and stability.

[0017] In combination with the first aspect, in a possible implementation manner of the first aspect, a second buffer pad is arranged between the third meshing gear and the power take-off shaft.

[0018] Specifically, the buffer pad can reduce the vibration and impact force during gear meshing, and improve the stability and reliability of the system.

[0019] In combination with the first aspect, in a possible implementation manner of the first aspect, the first meshing gear to the fourth meshing gear are all composed of metals with different expansion coefficients.

[0020] Specifically, by selecting metal materials with different coefficients of thermal expansion, it can be ensured that the gears maintain a stable meshing state during operation, even in high or low temperature environments, thereby improving the overall reliability and service life of the gearbox.

[0021] A second aspect of this application provides a gearbox, including the gearbox countershaft connection structure described above.

[0022] A third aspect of this application provides a vehicle including the gearbox described above.

[0023] The technical solution provided in this application may include the following beneficial effects:

[0024] This application discloses a transmission countershaft connection structure, a transmission, and a vehicle, comprising a transmission countershaft, a power take-off (PTO), and a transmission main shaft. The transmission countershaft is provided with a first meshing gear and a second meshing gear arranged sequentially. The PTO shaft is provided with a third meshing gear, which meshes with the first meshing gear to connect the transmission countershaft and the PTO shaft. A retaining ring is provided at one end of the PTO shaft. The transmission main shaft is provided with a fourth meshing gear, which meshes with the second meshing gear to connect the transmission main shaft and the transmission countershaft. The first and third meshing gears are both spur gears, while the second and fourth meshing gears are both helical gears. This design improves the reliability of the PTO connection, reduces axial force, and lowers the retaining ring load, thereby improving gear meshing accuracy, meshing efficiency, and durability, while reducing noise and wear.

[0025] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0026] The above and other objects, features and advantages of this application will become more apparent from the following description of exemplary embodiments of this application in conjunction with the accompanying drawings, wherein the same reference numerals generally represent the same components.

[0027] Figure 1 This is a schematic diagram of the gearbox countershaft connection structure shown in the embodiments of this application.

[0028] Reference numerals in the attached diagram: 1. Transmission countershaft; 101. First meshing gear; 102. Second meshing gear; 2. Power take-off shaft; 201. Third meshing gear; 3. Transmission main shaft; 301. Fourth meshing gear; 4. Snap ring. Detailed Implementation

[0029] Embodiments of this application will now be described in more detail with reference to the accompanying drawings. While embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to make this application more thorough and complete, and to fully convey the scope of this application to those skilled in the art.

[0030] It should be understood that although the terms "first," "second," "third," etc., may be used in this application to describe various information, this information should not be limited to these terms. These terms are only used to distinguish information of the same type from one another. For example, without departing from the scope of this application, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0031] Furthermore, in the embodiments of this application, "multiple" refers to two or more. Therefore, in the embodiments of this application, "multiple" can also be understood as "at least two". "At least one" can be understood as one or more, such as one, two, or more. For example, including at least one means including one, two, or more, and is not limited to which ones are included. For example, including at least one of A, B, and C, then it could include A, B, C, A and B, A and C, B and C, or A and B and C.

[0032] In the description of this application, it should be understood that the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0033] Unless otherwise expressly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0034] The transmission is a crucial component of a vehicle's drivetrain, and its performance directly impacts the vehicle's ride quality, fuel economy, and reliability. The transmission countershaft 1 connection structure, as a key component of the transmission, has a significant impact on its overall performance. Ordinary special-purpose vehicle transmissions with a power take-off (PTO) function often rely on helical gears in the PTO for power, which can easily generate axial force, placing unused axial loads on the PTO connecting shaft and retaining ring components, thus posing a certain risk of failure.

[0035] In traditional gearboxes, the connection between the countershaft and the main shaft is typically achieved through gear meshing. However, current designs have shortcomings in terms of gear meshing accuracy, durability, and ease of maintenance. For example, gear wear can lead to inaccurate meshing, thus affecting the performance and lifespan of the gearbox. Furthermore, countershaft connection structures often suffer from low meshing efficiency, high noise levels, and susceptibility to wear.

[0036] To address the aforementioned issues, this application provides a gearbox countershaft connection structure, a gearbox, and a vehicle, which can improve the reliability of the power take-off connection, reduce axial force, and reduce the load on the retaining ring, thereby improving the meshing accuracy, meshing efficiency, and durability of the gears, and reducing noise and wear.

[0037] The technical solutions of the embodiments of this application are described in detail below with reference to the accompanying drawings.

[0038] Figure 1 This is a schematic diagram of the gearbox countershaft connection structure shown in the embodiments of this application.

[0039] See Figure 1 A transmission countershaft connection structure includes: a transmission countershaft 1, a power take-off (PTO), and a transmission main shaft 3; a first meshing gear 101 and a second meshing gear 102 arranged sequentially are disposed on the transmission countershaft 1; a third meshing gear 201 is disposed on the PTO shaft 2, and the third meshing gear 201 meshes with the first meshing gear 101 to connect the transmission countershaft 1 and the PTO shaft 2, and a retaining ring 4 is disposed at one end of the PTO shaft 2; a fourth meshing gear 301 is disposed on the transmission main shaft 3, and the second meshing gear 102 meshes with the fourth meshing gear 301 to connect the transmission main shaft 3 and the transmission countershaft 1; the first meshing gear 101 and the third meshing gear 201 are both spur gears, and the second meshing gear 102 and the fourth meshing gear 301 are both helical gears.

[0040] Specifically, traditional special-purpose vehicle transmissions often use helical gears for power take-off. While this design achieves the power take-off function, it easily generates axial force, which in turn creates unnecessary loads on the PTO connecting shaft and the retaining ring 4, increasing the risk of failure. By using spur gear transmission, there is no axial force component, and the load transmitted to the retaining ring 4 on the PTO connecting shaft end face is unloaded, thus solving the problem of retaining ring 4 failure in special-purpose vehicle PTO connecting shafts. The spur gear design of the first meshing gear 101 and the third meshing gear 201 ensures no axial force component during meshing, thus avoiding the overload problem of the retaining ring 4. The helical gears of the second meshing gear 102 and the fourth meshing gear 301 provide better meshing stability and transmission efficiency during transmission, enabling efficient and stable power transmission between the transmission countershaft 1, the PTO, and the transmission main shaft 3 through reasonable gear meshing.

[0041] This application discloses a transmission countershaft connection structure, a transmission, and a vehicle, including a transmission countershaft 1, a power take-off (PTO) shaft 2, and a transmission main shaft 3. The transmission countershaft 1 is provided with a first meshing gear 101 and a second meshing gear 102 arranged sequentially. The PTO shaft 2 is provided with a third meshing gear 201, which meshes with the first meshing gear 101 to connect the transmission countershaft 1 and the PTO shaft 2. A retaining ring 4 is provided at one end of the PTO shaft 2. The transmission main shaft 3 is provided with a fourth meshing gear 301, which meshes with the second meshing gear 102 to connect the transmission main shaft 3 and the transmission countershaft 1. The first meshing gear 101 and the third meshing gear 201 are both spur gears, while the second meshing gear 102 and the fourth meshing gear 301 are both helical gears. This design improves the reliability of the PTO connection, reduces axial force, and reduces the load on the retaining ring 4, thereby improving the meshing accuracy, meshing efficiency, and durability of the gears, and reducing noise and wear.

[0042] In one possible implementation, the distance between adjacent first meshing gears 101 and second meshing gears 102 is greater than the distance between the first meshing gears 101 and the distance between the second meshing gears.

[0043] Specifically, the distance between the first meshing gear 101 and the second meshing gear 102 can be adjusted by changing the installation position or adding shims, which can reduce interference during gear meshing, make gear transmission smoother, reduce the failure rate, and improve the overall performance and reliability of the gearbox.

[0044] In one possible implementation, a first buffer pad is provided between the snap ring 4 and the third meshing gear 201. The first buffer pad is a replaceable buffer pad with an opening.

[0045] Specifically, the first buffer pad has an open design, which can be easily replaced, ensuring the long-term stability and reliability of the power take-off connecting shaft. By setting the first buffer pad between the snap ring 4 and the third meshing gear 201, the failures caused by the wear or displacement of the snap ring 4 in the traditional structure can be reduced, and the durability of the entire gearbox countershaft 1 connecting structure can be improved.

[0046] Specifically, the first buffer pad can be made of a variety of materials, such as rubber, polyurethane, or other materials with good elasticity and wear resistance. Rubber materials have good shock absorption effects and can effectively absorb vibration and impact; polyurethane materials have higher wear resistance and oil resistance, making them suitable for more demanding working environments.

[0047] In one possible implementation, the first meshing gear 101 and the third meshing gear 201 are engaged by magnetic coupling, and the magnetic field can be adjusted.

[0048] Specifically, the magnetic coupling between the first meshing gear 101 and the third meshing gear 201 is achieved by adjusting the magnetic field. Through magnetic coupling, the meshing process can be more stable and controllable, and mechanical wear can be reduced, improving the meshing accuracy and lifespan.

[0049] Specifically, magnetic coupling can be achieved using electromagnets or permanent magnets. For example, with an electromagnet, the strength of the magnetic field can be changed by adjusting the current, thereby adjusting the magnetic coupling. The strength of the magnetic field can be precisely controlled by a control circuit. When using a permanent magnet, the distribution of the magnetic field can be changed by mechanically adjusting the position of the permanent magnet, thereby adjusting the magnetic coupling.

[0050] In one possible implementation, a locating pin is also provided on the gearbox countershaft 1 for positioning the first meshing gear 101 and the second meshing gear 102.

[0051] Specifically, the locating pin enables the first meshing gear 101 and the second meshing gear 102 to maintain an accurate positional relationship during operation, avoiding poor gear meshing or tooth dislodgement caused by relative gear displacement.

[0052] Specifically, locating pins can be implemented in various ways. For example, cylindrical pins, tapered pins, or other mechanical parts with positioning functions can be used. The material of the locating pin can be high-strength steel to ensure its wear resistance and strength during long-term use. The installation method of the locating pin can also be adjusted according to specific structural requirements, such as using interference fit, threaded connection, or welding.

[0053] In one possible implementation, the first meshing gear 101 to the fourth meshing gear 301 are splined on the gearbox countershaft 1.

[0054] Specifically, by setting splines on the gearbox countershaft 1, the first meshing gear 101 to the fourth meshing gear 301 can be more stably and reliably fixed on the gearbox countershaft 1, avoiding the failure problem caused by loosening or slipping of the gears during operation.

[0055] Specifically, the spline can be rectangular, involute, or other types of spline structures. The size and shape of the spline can be adjusted according to specific design requirements to ensure that the gear is tightly fixed on the gearbox countershaft 1. The manufacturing process of the spline can also be different, such as machining, broaching, or rolling.

[0056] In one possible implementation, a second buffer pad is provided between the third meshing gear 201 and the power take-off shaft 2.

[0057] Specifically, a second buffer pad is provided between the third meshing gear 201 and the power take-off shaft 2. This buffer pad can reduce vibration and impact during gear meshing, thereby improving the stability and reliability of the system.

[0058] Specifically, the second buffer pad can be made of various materials and structures. For example, it can be made of materials with good elasticity and wear resistance, such as rubber and polyurethane, or it can be made of multi-layer composite materials to improve the buffering effect. Specifically, the buffer pad can be designed as a ring-shaped pad and installed on the contact surface between the third meshing gear 201 and the power take-off shaft 2, absorbing the impact force through its elastic deformation.

[0059] In one possible implementation, the first meshing gear 101 to the fourth meshing gear 301 are all made of metals with different coefficients of thermal expansion.

[0060] Specifically, by using metal materials with different coefficients of thermal expansion, gears can maintain a stable meshing state even in high or low temperature environments, thereby improving the overall reliability and service life of the gearbox.

[0061] Specifically, different metal materials can be used in composite manufacturing of different parts of the gear to achieve different coefficients of thermal expansion; two materials with different coefficients of thermal expansion can be combined to manufacture the gear. By controlling the temperature of the gear and utilizing the difference in thermal expansion of the materials, the shape and size of the gear can be changed, thereby adjusting the transmission ratio between the gear and the power take-off and achieving different power take-off effects.

[0062] In summary, by employing a combination of spur and helical gears, the meshing efficiency and transmission smoothness are improved, while noise is reduced. The use of buffer pads and magnetic coupling further reduces impact and noise during gear meshing, extending gear lifespan. The use of locating pins and spline connections improves gear installation accuracy and stability, ensuring reliable gearbox operation. The use of composite metal gears with different coefficients of thermal expansion enhances gear durability and stability, adapting to temperature variations in different operating environments.

[0063] This application discloses a transmission countershaft connection structure, including a transmission countershaft 1, a power take-off (PTO), and a transmission main shaft 3. The transmission countershaft 1 is provided with a first meshing gear 101 and a second meshing gear 102 arranged sequentially. The PTO shaft 2 is provided with a third meshing gear 201, which meshes with the first meshing gear 101 to connect the transmission countershaft 1 and the PTO shaft 2. A retaining ring 4 is provided at one end of the PTO shaft 2. The transmission main shaft 3 is provided with a fourth meshing gear 301, which meshes with the second meshing gear 102 to connect the transmission main shaft 3 and the transmission countershaft 1. The first meshing gear 101 and the third meshing gear 201 are both spur gears, while the second meshing gear 102 and the fourth meshing gear 301 are both helical gears. This structure improves the reliability of the PTO connection, reduces axial force, and reduces the load on the retaining ring 4, thereby improving the meshing accuracy, meshing efficiency, and durability of the gears, and reducing noise and wear.

[0064] This application also includes a gearbox, comprising the gearbox countershaft connection structure described above.

[0065] Specifically, the gearbox is a key component of a car's transmission system. Its main function is to change the engine's output torque and speed to meet the vehicle's power demands under different driving conditions. The gearbox's primary function is to change the gear ratio to adapt to different road conditions and driving situations that require varying traction and vehicle speed from the drive wheels. In essence, the gearbox achieves the conversion of speed and torque by changing the combination of gears.

[0066] Specifically, the power take-off (PTO) meshing structure, which combines spur and helical gears, improves the reliability of ordinary gearboxes.

[0067] This application also includes a vehicle that includes the transmission described above.

[0068] Specifically, by adopting a power take-off (PTO) meshing structure that combines spur and helical gears, vehicle safety is improved, the failure rate is reduced, the problem of PTO connecting shaft failure in special-purpose vehicles is effectively solved, and the competitiveness of special-purpose vehicle products is enhanced.

[0069] The solution of this application has been described in detail above with reference to the accompanying drawings. In the above embodiments, the descriptions of each embodiment have different focuses; for parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments. Those skilled in the art should also understand that the actions and modules involved in the specification are not necessarily essential to this application. Furthermore, it is understood that the steps in the method of this application embodiment can be adjusted, combined, and deleted according to actual needs, and the modules in the device of this application embodiment can be combined, divided, and deleted according to actual needs.

[0070] The various embodiments of this application have been described above. These descriptions are exemplary and not exhaustive, nor are they limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or improvement of the technology in the market, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. A gearbox countershaft connection structure, characterized in that, include: The gearbox countershaft, the power take-off shaft, and the gearbox main shaft; The gearbox countershaft is provided with a first meshing gear and a second meshing gear arranged in sequence; A third meshing gear is provided on the power take-off shaft. The third meshing gear meshes with the first meshing gear to connect the gearbox subshaft and the power take-off shaft. A retaining ring is provided at one end of the power take-off shaft. A fourth meshing gear is provided on the main shaft of the gearbox, and the second meshing gear meshes with the fourth meshing gear to connect the main shaft of the gearbox and the auxiliary shaft of the gearbox. The first meshing gear and the third meshing gear are both spur gears, and the second meshing gear and the fourth meshing gear are both helical gears.

2. The gearbox countershaft connection structure according to claim 1, characterized in that, The distance between adjacent first meshing gears and second meshing gears is greater than the distance between the first meshing gears and the distance between the second meshing gears.

3. The gearbox countershaft connection structure according to claim 1, characterized in that, A first buffer pad is provided between the snap ring and the third meshing gear. The first buffer pad is a replaceable buffer pad with an opening.

4. The gearbox countershaft connection structure according to claim 3, characterized in that, The first meshing gear and the third meshing gear are engaged by magnetic coupling, and the magnetic field of the magnetic coupling is adjustable.

5. The gearbox countershaft connection structure according to claim 3, characterized in that, The gearbox countershaft is also provided with a locating pin for positioning the first meshing gear and the second meshing gear.

6. The gearbox countershaft connection structure according to claim 3, characterized in that, The first meshing gear to the fourth meshing gear are splined on the gearbox countershaft.

7. The gearbox countershaft connection structure according to claim 1, characterized in that, A second buffer pad is provided between the third meshing gear and the power take-off shaft.

8. The gearbox countershaft connection structure according to claim 1, characterized in that, The first to the fourth meshing gears are all made of metals with different coefficients of thermal expansion.

9. A gearbox, characterized in that, The gearbox countershaft connection structure is included in any one of claims 1 to 8.

10. A vehicle, characterized in that, Includes the gearbox as described in claim 9.

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